Fatal C150 crash at ESSL

[W2k]

Swedish media are reporting that a C150 crashed shortly after takeoff from ESSL (Linköping-SAAB (http://www.svenskaflygplatser.com/ap/linkoping-essl.html)) at around 18 local time this evening. The pilot was doing TGLs in the circuit. Wreckage was found at 20:39 about 250 metres from the end of the runway. Unfortunately the pilot did not survive. There were no passengers.

ESSL 011820Z AUTO 15001KT 1500NDV -SN VV002 M17/M19 Q1027=
ESSL 011730Z 0118/0123 VRB01KT 5000 BR FEW002 PROB40 0118/0123 0500 FZFG VV002 RMK ISSUED BY ESSA=

Does not look like weather one should be flying VFR in although the METAR is slightly after the indicent (we are at GMT+1). Could it be icing?

Swedish media:
Expressen - Flygplan hittades efter två timmar - piloten död (http://www.expressen.se/nyheter/1.2236609/flygplan-befaras-ha-stortat-i-linkoping)
DN - Mindre flygplan försvann efter start (http://www.dn.se/nyheter/sverige/mindre-flygplan-forsvann-efter-start-1.1219739)

[Monocock]

An accident announcement, a weather assessment and a proposed cause - all in one post ! Blimey, we're getting good here aren't we:hmm:

[Genghis the Engineer]

Tragic and I have utter sympathy for the pilot and their family. But to be fair to W2K, doing circuits in an OAT of -17C, falling snow, 1500m or less visibility and a risk of freezing fog is pretty unusual, even at Linkoping. It's probably not going too far out on a limb to suggest that the weather may turn out to be one of the factors in the accident chain.

W2k: please check your PMs.

G

[W2k]

The pilot/owner was also an active member of the local flying club (LFK). 64 years old and an experienced pilot. He will be sorely missed by many.

Latest I've heard is that he was not in fact "doing circuits", rather the accident occurred on initial take-off with the intent of staying near the airfield doing touch and goes.

The METARs from last night tell of rapidly worsening weather conditions which may have been hard to spot at night. The one in bold is closest to the time of the accident.

ESSL 011420Z 00000KT CAVOK M14/M15 Q1027=
ESSL 011520Z 00000KT 9999 NSC M16/M17 Q1027=
ESSL 011620Z 00000KT 9999 BCFG NSC M16/M17 Q1027
ESSL 011650Z 00000KT 5000 BR NSC M17/M18 Q1026=
ESSL 011750Z VRB01KT 4300 BR OVC003 M18/M19 Q1026
ESSL 011820Z AUTO 15001KT 1500NDV -SN VV002 M17/M19 Q1027=
ESSL 011850Z AUTO 00000KT 0500NDV R11/P2000U R29/P2000D SN VV002 M18/M19 Q1027=

[Gulfstreamaviator]

I always thought touch and goes were just a smaller circuit, then it was a long time ago.

glf

[Jan Olieslagers]

A smaller circuit??? Smaller than what?

[Genghis the Engineer]

Touch and go just means you don't stop on the runway: touch down, flaps up, full power, take-off again.

Compatible with circuits, and most normal that way.

G

[Sam Rutherford]

That combination of weather, and at night, for some practice flying?

Does seem like a curious decision.

Sam.

[AdamFrisch]

I do recall - even though it's been light years since - that in my initial training for the PPL back home we often flew in very inclement weather. Much worse than I normally do now. Very low ceilings (the minimas were pre-JAR), often rain and even sometimes light snow.

It's important to try to retain those bad weather skills and the judgement calls that come with it. I try to do so myself. However, here in California those borderline days are far and few between, which in a way is good of course, but I fear I'm slowly losing these skills, which is not good. A more northern based pilot certainly has an edge in this department and is probably a better pilot for it.

[W2k]

The incident aircraft has been identified as SE-IGU (http://aviation-safety.net/wikibase/wiki.php?id=83050). Recent photo here (http://www.abpic.co.uk/photo/1236485/).